Internal combustion engine



sept. S, 1,939.

R M. NARDONE INTERNAL coMBUsrmN ENGINE Original Filed Sept. 10, 1932 2 Sheets-Sheet 1 mm Vm mn WS INVENTOR. //ao Mfg/9,76 v;

Sept. 5, 1939. R. M. NARDONE INTERNAL COHBUSTION ENGINE Original Filed Sept. 10,'1932 2-Sheets-Sheet 2 NVENTR. BRO/m90 M /Va/Cfcwe d;

Reiiucd sept. 5, 1939 PATENT OFFICE INTERNAL COMBUSTION ENGINE Romeo M. Nardone, East Orange, N. J., assignor,

by mesne assignments, to Eclipse Aviation Corporation, East Orange, N. J., a corporationof New Jersey Original No. 1,967,966, dated July 24, 1934, Serial No. 632,622, Sepember 10, 1932. Application v for reissue December 21, 1935, Serial No. 55,570

19 Claims.

'I'his invention relates to internal combustion engines and more particularly to means for controlling the rotation of the propeller shaft or other loads normally driven thereby. 5 While the invention is of decided utility when applied to engines used on airplanes, in which application it functions to bring the propeller promptly to a full stop in response to deenergization of the engine, it is to be understood that in its broader aspects the invention is applicable to any internal combustion engine adapted to drive a load which has the objectionable tendency to continue in motion after de-l energization of the engine.

. 'I'he invention is shown herein as combined with an engine starting mechanism and cooperating therewith to such an extent that the elements of the starter are utilized as part of the means for bringing the propeller shaft or m other Yload to a full stop when so desired.

If an airplane engine stalls for any reason, it is desirable to bring both the engine and its propeller to a dead stop in order to decrease the propeller drag and prevent any aggravation of 25 the injurious effects which such failure of the engine produces. It is particularly necessary that this free rotation of the propeller be prevented in any installation where the propeller is located oilr the center line of the plane, as for example in a multi-engine plane. It is accordingly an object of the present invention to prevent such continued rotation of the propeller of an airplane engine which has for any reason failed.

In the drawings,

Fig 1 is a longitudinal sectional view of the device embodying the invention;

Fig. 2 is a transverse sectional view taken along the line 2--2 of Fig. 1; n

Fig. 3 is a longitudinal sectional view of a second embodiment of the invention; and f Fig. 4 is a transverse sectional View along th line 4--4 of Fig. 3. s Referring to the drawings and particularly Figures 1 and 2, the invention is therein shown embodied in a mechanism adapted to be interposed between the engine-engaging end 6 of a starter unit, and the mounting ange 1' of the 5o engine crankcase, with which the flange 8 of the starter normally registers. When the present invention is used in conjunction with such a starter, it may be embodied in a substantially cylindrical casing having a section 9 registering 56 with the starter flange 8 and secured thereto by suitable means II, the casing section being flanged at its opposite end as indicated at I2 for registry with a corresponding flange I3 extending radially from the centrallyv apertured portion I4 which is attached to the mounting lflange l of the engine crankcase by suitable means I5; the flange I2 being supported on the :iiange I3 by bolts I6 which also retain in place the flange I1 'of a transversely disposed plate`10 I8 which has a central sleeve I9 adapted to receive ball bearing members 2l and 22 constituting with a spacer ring 23 the bearing assembly for an adapter shaft or sleeve 24 which has splined or equivalent engagement as indicated at 26 with the socket end 21 of the bevel gear 28 which is mounted on the engine shaft 29, driven by the crankshaft and retained in place thereon by suitable means 3|.

As shown the adapter sleeve 24 receives the splined end of a sleeve 34 which is enlarged at 20 its opposite end to form one element of a. jaw clutch 36 having the usual inclined teeth adapted to be engaged for transmission of torque in one direction by a correspondingly toothed clutch element 31 similar in construction and 25 function to the clutch element conventionally used on airplane engine starters, as for example that shown at 8 in the Lansing Patent No. 1,833,948. As shown, relative movement between the sleeves 24 and .34 is prevented by the provision of a. through bolt 4I and a nut 42` engageable with the threaded end thereof. Lim-` ited axialmovement of the jaw 31 in rotation with the corresponding clutch eement 36 may be effected by any suitable means, not shown, as for example such as that disclosed in the aforesaid Lansing patent, and vwhen such engagement is effected, the engine crankshaft 29 may be turned over, or the energy transmitted thereto through the starter shaft 44, clutch 40 elements 36 and 31, the clutch element 31 being disengaged from the c1utch-element 36 automatically as soon as the engine develops selfsustaining power. To the extent thus far described, the action is comparable to that usually occurring in starting, and the means employed for drivably connecting the starter element 31 with the engine crankshaft, have been modified in such a way as to render the present inven- 5() tion most effectively applicable thereto. The manner of such application of the present invention to the aforesaid connecting means are now to be described.

Surrounding the clutch elements 36 and 3l in 55 any concentric relation thereto there is provided a second normally disengaged clutch, one element 48 of which is secured against axial movement by suitable means herein shown in the form of a plurality of screws 49 preferably disposed at` angularly spaced positions of I 2l degrees, equally distant from the axis of the sleeve 34, the screws being embodied in a supporting plate 5| having a central hub portion 52 rotatably mounted within a suitable bearing sleeve 53 and a thrust collar 5I registering with the annular rim 56 projecting inwardly from the hub` I9 of the previously described transverse flange.

'Ihe screws 49 serve as the mounting mea for a ball bearing assembly 6| which in turn rotatably supports a corresponding number of planetary pinions 62, each of which meshes with teeth 63 provided on sleeve 3l. and an internally toothed or splined annular member Bl the screws 49 having sleeve G6 mounted thereon to permit of rigid assembly of members 5| and Il, and to provide means for the support of the inner races of the bearing assemblies Il.

From the foregoing construction it is apparent that with the elements in the positions indicated in Fig. 1, rotationiof the crankshaft 2l and sleeve 3l will produce corresponding rotation of the planetary pinions i2 about their axes and also about the axis of the sleeve M. In order to retard such rotation; that is, rotation about the axis of the sleeve 3l, when it is desired to bring the crankshaft 29 to a stop, the present invention provides a novel mechanism, one part of which is associated with the above described internally toothedv ring 6l and the other part of which is engageable with the clutch element 4I. The part of the mechanism associated with the toothed ring 64 includes a plurality of friction dises I1 of annular formation with their outer peripheries notched to register with the splines or teeth of the rings B4 and their inner peripheries terminating just short of a sleeve or barrel II which is splined both externally and internally-as indicated at 1| and 12, respectively, the external spline 1| being engaged by a second series of friction discs 68 also of annular formation and with their inner peripheries notched to register with the splines 1 I, and their outer peripheries terminating just short of the toothed ring il. ,The sleeve or barrel 69 is shouldered as indica at 14, for registery with the spacer rings 15 which abut the face of the rim 11 of the clutch element 48, the latter being viewed in sleeve bearing 1I which thus acts to support one end of the planetary gear unit. Movement of the barrel 88 away from the element 4B is prevented by its engagement with the shoulder Il on the casing section 9, while rotary movement is prevented by the provision of the dowel pin I2 in said shoulder portion B I In order to adjust the degree of frictional restraint which the discs Bl-- exercise upon the ring 64, said discs are clamped together by the provision oi annular pressure plates Il and il and a plurality of coiled compression springs l1 disposed in recesses I! at angulariy spaced positions about the flanged portion l! of the barrel Il. A ring 9| threadedly engages the end portion of the barrel 65 and is held in its adjusted position by screws 92 which engage openings in the pressure plate 8l splined to barrel 89; the said pressure platevand screw thus constituting means for preventing a leftward movement, as viewed in Fig. 1 of the ring 8| from its adjusted relation to the remainder of the clutch assembly. A spacer ring ll is provided between flange i! and member Il to prevent rightward axial movement of the latter. as viewed in Fig. 1; 'I'he novel means for rendering effective the retarding means above described comprises a clutch element l1 of corresponding tooth formation to the vclutch element 4l and engageable therewith uponbeing moved axially along the splines 12 of the barrel by any suitable means, controllable by the operator, as for example the shifter arm l! secured to the end of a rock shaft |00 journalled in boss lili formed on the casing section 9 as shown in Fig. 2 and provided at its other end with a shifter yoke |02 the ends of which engage the circumferential groove III provided on the rearward extension of the clutch element l1. A

torsion spring I, one end of which is hooked' about the upwardly extending boss |05 of the yoke I2, acts to exert a constant tendency upon the rock shaft Ill to release the clutch element $1 from the corresponding element ll and so acts as soon as the operator releases his hold upon the arm il.

From the foregoing description it is apparent that in normal running of the engine, the friction clutch'holds the ring 8l from rotation and thus permits the planetary pinions 62 to revolve about the axis of sleeve 34, as weil as rotate about their individual axes in response to the drive from the sun gear constituted by the teeth Il cut on the engine engaged sleeve ll. In the event it becomes desirable to bring the engine crankshaft to a more or less sudden stop following de-energization 'of the engine, the arm 99 is shifted to the right as viewed in Fig. 1, thereby causing the clutch element l1 to engage the corresponding element Il and lock the pinions l2 against rota-- tion about the axis of the sleeve ll, the pinions being free to continue rotation about their individual axes while the shaft Il is being braked by the action of the friction discs 61-63. This braking action will proceed until the sleeve 3l is about stopped, the length of time required for completion of the action depending upon the setting of the clutch ring ll and the friction qualities of the discs "-48,

In the embodiment of the invention shown in Figs. 3 and 4, the clutch 81-4. of the embodiment previously described is eliminated and its function is performed by the friction clutch discs |61 of the starter. Moreover, in this embodiment, the plan- .etary gears `|62 corresponding to those provided in a conventional starter, as indicated at 19 in the Lansing Patent No. 1,833,948 perform the added function of the planetary pinions shown at 62 in Fis. 1. seen that the reference character Il designates the toothed end of the engine crankshaft H2, the

said end extending beyond the crankcase ange Ill to which the housing III of the invention is attached. A pinion H8 ,is shown as formed on the extended portion of the crankshaft H2, in position to mesh with a. gear I|1. A pinion Ill, formed integral .with shaft ||I drives a Bear III which is supported in any suitable manner, as on roller bearing I2l riding on steel race |2| held fast in the housing Ill. Gears lll and Ill are supported on bearings |23 and |24, the former bearing being housed in adapter plate |2l. Gear Ill carries jaws Ill engageable with jaws |21 in member Ill splined to starter jaw Ill. A groove is cut in member |30 for the reception of a pin in a crank or eccentric |32 on rockshatt |33 actuated by lever |2i under Referring to this embodiment it will beI the controlo! the operator. Jaw Ill is splined in the usual manner to screw shaft |34 threaded in nut |35 of a conventional inertia starter, such as that shown in the aforesaid Lansing patent. The starter has, in addition, a one-way pawl |36 supported on shaft |31 in section |38 of the starter housing and engaging with ratchet teeth formed on the outer surface of the internally toothed gear III, the hub lll of which is toothed to form a sun pinion meshing with planet pinions |82 above referred to.

. The engine is started in the usual way by bringing the flywheel lll up to'speed (with pawl |36 in the disengaged position, to which it may be swung by suitable means, not shown) and then meshing jaws Iliand III. When the engine starts, gears H6 and ||1 are rotated. Due to the ratio of the gears, il! is a relatively slow.

speed member, and jaw |21 may readily be meshed to jaw |28. Torque is then transmitted from the engine to member Ill and jaw |3I, thence to screw shaft |34, which latter thereupon tends to be screwed to the right, but inasmuch as splines I abut the end of nut |35 in the disengaged position of jaws and |3I, no move,- ment lof screw shaft |34 occurs. Slipping of clutch Ill occurs due to the fact that barrel |41 is held by the inability of gears |62 connected between it and gear |39 to turn; pawl |31 being in engagement therewith to prevent such turning. The engine is therefore braked and comes to a stop.

There is thus disclosed a mechanism which, in the form shown, will act einciently as a brakev on a disabled engine, and is of a construction as to render itpossible to install it as part of the engine starting unit. It is to be understood, however, that the latter feaiurr: is optional and may be dispensed with, as well as the other details not essential to the basic principles ofthe invention in its broadest aspects, as indicated in the broadest of the appended claims. Certain of the other appended claims, however, are directed to these optional features, as they also constitute a part of the invention when considered in its other phases. Reference is therefore'to be had to all of the appended claims for a definition of the entire scope of the invention.

What is claimed is:

1. 'I'he combination with an internal combus tion engine and starting means therefor, said starting means including a friction clutch, of means acting through said friction clutch for stopping the engine, said last-mentioned means including an element normally disengaged from,

but movable to engage and rotate with an engine driven part.

2. The combination with an internal vcombustion engine of a friction brake, and av toothed clutch element, means for engaging said clutch element with said engine, means acting through said friction brake for stopping the engine, saidy last mentioned means including a normally stationary sleeve surrounding the engine engaging clutch element, and means for connecting said sleeve with an engineA driven part.

3. Control means for an'internal combustion( engine comprising, in combination with a rotatable shaft constituting a permanently connected part of the engine, a pair of shafts normally vlis-v der said stopping means eective, said last named means comprising relatively movable clutch elements in axial alignment with said engine shaft, and a plurality of friction elements rotatable therewith, and constituting part of said stopping means.

4. The combination with an internal combustion exigirleV of a friction brake having two sets of inter-engaging frictionelements, all of which remain ineffective for braking purposes during self-energized running of the engine, and means for causing one set of said friction elements tov rotate in a forward direction with the engine while the other set remains stationary, and means for rotatingboth said sets of friction elements to transmit starting torque to the engine.

5. The combination with an internal combustion engine .of a friction brake having interengaging friction elements which remain ineffective for braking purposes during self-energized running of the engine, and means rfor causing one of said friction elements to rotate in a forward direction with the engine while the other ref mains stationary, and means for rotating both said friction elements to transmit starting torque to the engine. I

6. The combination with an internal combustion engine of a friction brake having inter-engaging friction elements which remainv inactive during self-energized running of the engine, and means for causing lone of said friction elements to rotate relatively to the other in the event of cessation of combustion within the engine and thereby prevent prolonged rotation of the engine drivenA parts, said means including an element normally disengaged from, but movable to engage and rotate with an engine driven part.

7. In combination with an internal combustion engine having a crankcase provided with a mounting flange, a. subcasing attachable to said mounting flange, means within said sub-casing for engagement with a rotatable member of the engine and means disposed within said sub-c asing controllable manually and subsequent to such'engagement to bring the forward rotational movement of said rotatable member' to a stop.

8. In combination with an internal combustion engine, starting means therefor, said starting means including a clutch element normally disengaged from butmovable to engage and crank connecting said gear train with said crankshaft,

and means to exert a braking, action to retard the forward rotation of said crankshaft, said last-named means` including 'a non-rotatable sleeve concentric with one of said pair of constantly meshed gears, and a friction brake one y part of which is connected to said sleeve and the other part to the other of said pair of constantly meshed gears.

10. Control means for an internal `combustion engine comprising, in combination with a rotatable shaft constituting a permanently connected part of the engine, a shaft normally disconnected from said engine shaft, means for drivably connecting said shafts, said shafts being self-disengaging when the engine starts, stop- 1' ping means for the engine and means for reconnecting said shafts to render said stopping means effective.

1l. Control means for an internal combustion engine comprising, in combination with a rotatable shaft constituting a permanently connected part of the engine, a shaft normally disconnected from said engine shaft,v means for drivably connecting said shafts, said shafts being self-disengaging kwhen the engine starts, and means'for re-connecting said shafts, said last named means comprising a pair of relatively movable clutch elements and a plurality of friction elements rotatable with said last named means.

12. Control means for an internal combustion engine comprising, in combination withn a rotatable shaft constituting a permanently connected part of the engine, a shaft normally disconnected from said engine shaft, means for drivably connecting said shafts, said Vshafts being self-disengaging when the engine starts, means for re-connecting said shafts, said last named means comprising a pair of concentrically disposed clutch elements having inter-engaged surfaces extending axialiy as well as radially, and a plurality of friction elements rotatable with said last named means.

13. Control means foran internal combustion engine comprising, in combination with a rotatable shaft constituting a permanently connected part of the engine, a shaft normally disconnected from said engine shaft, means for drivably connecting said shafts, `said shafts being self-disengaging when the engine starts, means for re-connecting said shafts, said last named means comprising a pair of concentrically disposed clutch elements having parts permanently engaged and complementary parts normally disengaged from said first named parts, and a plurality of friction elements rotatable with said last named means.

14. In combination with an internal combustion engine, starting means therefor, said starting means including a friction clutch, a second `clutch element normally disengaged from but movable to engage and crank a member of the engine to be started, and means including a third clutch mechanism engageable to cause said friction clutch ta exercise a braking action on said engine member during forward rotation thereof.

15. In combination with an internal combustion engine, starting means therefor, said starting means including a friction clutch, a second clutch element normally'disengaged from but movable to engage and crank a member of the engine to be started, and means including a third clutch mechanism engageable to cause said friction clutch to exercise a braking action on said engine memebr during forward rotation thereof, all 4three of said clutch mechanisms being disposed in coaxial relationship to said engine member.

16. The combination with an internal combustion engine and a starter having a clutch part engageable with a crankshaft connected member of the engine, of means including a friction brake for preventing prolonged rotation of the engine crankshaft in the event of cessation of combustion within the engine, said preventing means also including a normally stationary sleeve surrounding said clutch part, and manually operable means for connecting said sleeve for rotation with the engine, whenever application of the friction brake is desired.

17. The combination with an internal combustion engine and a starter having a clutch part engageable with a crankshaft connected member of the'engine, of means for preventing prolonged rotation of the engine crankshaft in the event of cessation of combustion within the engine, said preventing means including a normally stationary sleeve surrounding said clutch part, and manually operable means for connecting said sleeve for rotation with the engine, whenever application of the rotation preventing means is desired.

(18. Control means for an aircraft 'engine crankshaft, comprising a clutchI part rotatable with said crankshaft and a mating clutch part for engagement therewith during starting of the engine, and means having as its primary function the exertion of a braking action to prevent continued rotation of the engine crankshaft, said means including additional clutch elements which surround said first-named clutch parts and remain disengaged until application of the braking action is desired. y

19. Control means for an aircraft engine crankshaft, comprising a clutch part'rotatable with said crankshaft and a mating clutch part for engagement therewith during starting of the engine, and means having as its primary function the exertion of a. braking action to prevent continued rotation of the engine crankshaft, said means `including additional clutch elements which surround said first-named clutch parts and remain disengaged until application of the braking action is desired, and further including a third set of clutch elements providing friction surfaces for absorption of the energy tending to cause such continued rotation.

ROMEO M. NARDONE. 

